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Trail System-CS 930126CST Crosswalk, continued from page 5 An excellent presentation on ADA requirements was given by Walter Kilareski, Pennsylvania LTAP manag- er, at a recent national meeting. The highlights of Kilareski's presentation are listed below. Because we work with transportation - related matters, most of this information deals with curb cuts, parking, and ramps instead of building modification. ADA Highlights • The effective data for all new con- struction was Jan. 26, 1992. • Self- evaluation of current services and policies should have been com- pleted by Jan. 26, 1993. • Structural changes in existing build- ings must be completed by Jan. 26, 1995. • The act provides for "undue burden" to the local agency, but be careful! Remember the Philadelphia ruling. • Curb cuts must have a maximum ramp slope of 1:12 and side slope of 1:10. ■ Ramps inside or outside of buildings must have a maxi mum slope of 1:12 with no rise greater than 30 inches without a landing. ■ Ramp width must be a minimum of 36 inches. ■ Handicapped parking spaces shall be a minimum eight -feet wide with a frve- foot adjacent aisle, (two spaces may share one aisle). ■ Handicapped parking spaces should be within 200 feet of the building entrances. ■ A sign must mark handicapped park- ing. The symbol on the pavement is not adequate, especially in northern climates. Printed from Interchange, vol. 8 no. 1, Nebraska Technoloqy Transfer Center, Fall 1993 © N Developing good bikeways requires planning More people are using bicycles for trans- portation and recreation than ever before, according to a national survey. The riders need safe places to ride. The Federal Highway Transportation Act of 1991 (FHTA) recognized this need by including special funding for includ- ing; bikeways and other non - traditional transportation in highway projects. Under the act, state departments of transportation and Metropolitan Planning Organizations (MPOs) are required to incorporate bicycles and pedestrians into transportation plans. Using bicycles for transportation cuts air pollution, decreases traffic conges- tion, and could reduce the need for new road and bridge construction, according to Tom Huber, Wisconsin Department of Transportation bicycle and pedestrian coordinator. Bicycling is not just for big cities, either. Smaller communities are ideal for bicy- cle commuters because of their size, says Huber. Counties can make scenic bikeways an important element of their recreational facilities. Separate paths are a challenge, says Huber. They can be found along old rail- road corridors or along rivers, but in many situations they are hard to engi- noEx They often require new right of ways and laying new pavement. Even so, rid- ers often still have to enter the street or sidewalks at bridges and underpasses. Routing bicycles on sidewalks is haz- ardous because there are more chances for conflict with pedestrians and vehicles, especially at driveways and intersections. Planning is Critical The key to developing good bikeways is planning, Huber says. "If you think about bicycles when you are con- structing or rebuilding roadways, you can include bikeways, accesses or crossing points for only a little extra money," he says. Think about bicycles for every road. You may not want a marked path on the shoulder of a busy highway or arterial, but you can make it safer for bike riders who use it by widening the curb lane or paving a four -foot or greater shoulder. Counties and small communities should work together to put bikeways into county transportation plans. In -town facilities should connect to rural com- muter or scenic paths. When you plan construction projects, include plans to pave the shoulders of county highways and widen town roads to the standard 24 feet to accommodate bicycles. Wherever possible, identify a system of routes that serve as major arterial corridors. The routes may have to join the arterials for a short way at bridges and railroad tracks. Don't make the mistake of designating routes that are so indirect nobody will use them. Check your routes for barriers like busy streets or high speed highways that are too hard to cross. When these roads are due for reconstruction, include cross- ing points for bikes and pedestrians. Keep in mind that not all bicyclists are alike. Some commute daily in traffic lanes on major arterials. Others feel safer in marked lanes and on designat- ed routes. Still others ride only for recre- ation and prefer separate paths. You have to plan for all types. And don't make the mistake of assuming that most riders are children. Plan for adults. Special Consideration and Amenities For the most part, street bike paths need little special treatment. However, you can improve their safety for riders. Add turnouts at railroad crossings so cyclists can cross the tracks at right angles. Make absolutely sure to use "bicycle -safe" storm drain grates in new designs and establish a program to rid your community of older wheel - grabbing grates. Encourage cyclists to obey traffic sig- nals by using detectors that are sensitive to bikes. Sign or mark the detector so the cyclist knows how to activate it. Don't forget, bicycles need secure park- ing facilities. Consider installing lock- ers that commuter cyclists can rent. Printed from Crossroads, University of Wisconsin Transportation Information Center, Winter 1994